Automatic train control system or the like



U. A. ROSS. AUTOMATIC "IAIN CONTROL SYSTEM OR THE LIKE. APPLICATION man m. 9, 1911.

Patented Aug. 30, 1921.

2 SHEETS-SHEET I.

AUTOMATIC TRAIN comam SYSTEM OR THE LIKE.

APPLICATION HLED JAN. 9,1911.

Patented Aug. 30, 1921 2 SHEETS -SHEEI 2T X 6L [4o- 11.. L 5 22? P 7 L U;

l/nm

JONLP-M am.) for A? 6110mm PATENT OFFICE.

OSCAR A. ROSS, 0F BROOKLYN, NEW YORK.

AUTOMATIC TRAIN-CONTROL SYSTEM OR THE LIKE.

Application filed January 9, 1917.

To all whom it may concern Be it known that I, Oscar: A. Ross, a citizen of the United States and residing at- Hanson Place, city of Brooklyn, county of Kings, State of New York, have invented a new and useful Im rovement in Automatic 'lrain-Control ystems or the like, of which the following is a specification.

My improved system pertains to a complete system of automatic train control for vehicles, or trains operating on a permanent right of way and has for its more prominent objects the attainment in a more economical and effective manner of the results or operations specified herein.

Primarily the purpose in view is to compel the operator of a vehicle, or train to reduce speed when approaching a zone of hazard, such speed reduction being preferably in accordance with si als placed along the roadway of said ve iicle, at the same time however, permittine said vehicle to enter said zone of hazard at a predetermined reduced speed. thereby increasing capacity or number of trains which can pass a given point in a given len th of time, and as fully described in my app ication for Letters Patent Serial #113,064 dated August Ath, 1916.

It is further the aim of my improved system to impose such speed reduction in a manner that will permit two or more trains or vehicles, to operate with safety at practically normal braking distance apart, thereby obtaining practically maximum capacity or service when required.

A further aim is to secure a high degree of flexibility with respect to developing the various speed reductions demanded by the several constructional conditions existing along the right of Way of. said vehicle. or train.

A further aim of my improved system for reducing the speed of trains, or vehicles, when approaching a zone of hazard, is to compel said train, or vehicle to come to an absolute stop at locations of extreme hazard, as for example at a crossing of an adjacent railway, or switch, connection therewith, and at which points is usually placed an interlocking tower.

A further object of my improved system for reducing the speed of trains, or vehicles when approaching a zone of hazard, is to compel said train to reduce its speed to a given value and thereafter continue at such Specification of Letters Patent.

Patented Aug. 30, 1921.

Serial No. 141,404.

reduced speed until proper signals indicate to the motorman or operater of said train that maximum speed may he resumed. Such speed reduction and operation is required at points on a roadway where curves, or minus grade, or minus grade preceding a curve exists. and where it would be hazardous to travel at maximum speed continuously.

A further aim of my improved system for reducing the speed of trains when approaching zones of hazard, is to adapt the various circuits and instrumentalitics in a manner such. that said train may operate in a direcjion other than that of normal traflic, and which is known as against tratlic" and as more fully pointed out in my application for Letters Patent Serial #128,817 dated November 1st, 1916. It is well known that accidents beyond the control of managers of railway systems require operation of trains in a direction opposite to that of normal travel. Therefore in a complete system of automatic train control means musthe provided for such against traffic moves.

A further aim of my improved system for reducing the speed of trains when approaching zones of hazard, is to adapt the various circuits in a manner to permit said train to travel from territory equipped with automatic train control apparatus into territory not so equipped and known as unsignaled territory at the same time indicating to the operator of said train that he is traveling in such territory. It is well known that on railway systems there are sections of the roadway where it is imperative that signals and even automatic train control apparatus be installed for the protection of trafiic, while at other ioints signals alone or even total absence of signals is permitted. as for instance on sections known as divisions and where only one train operates at a time.

A further aim of my improved system for reducing the speed of trains when approaching zones of hazard, is to compel opcrators of said trains to make certain manlull operations whereby the automatic train control apparatus on said train becomes eflcctive to control the train in response to the apparatus on the roadway and before aid train can be propelled under its own power, and further in connection with such manual operations to record each time the automatic train contygiamipuratus has been cut in or out of service.

A further aim of my improved system for reducing the speed of trains when approach-- lug zones of hazard, is to arrange circuits and apparatus in a manner such that when said trains are out of service all the train control apparatus on said train becomes op erative by the cooperating automatic train control apparatus on the roadway.

A further aim of my impro ed system l'or reducing the speed of trains when approach" ing zones of hazard. is to pic-arrange. circuits and apparatus in a manner such that when a train composed of several cars. each car equipped with substantially similar automatic train control equipment is operated over a railway system, only the automatic train control apparatus on the first. or lcailing car is arranged to be acted upon by the train control apparatus on the roadway. This is known as single car" control.

A further aim of my improved system of automatic train control. is to arrange cin cults and apparatus such that a train. or car equipped with my system may be operated from either end with equal facility and without affecting proper functioning of the automatic train control apparatusv it is well known that certain forms of vehi les termed cars equipped with multiple unit control are arranged with duplicate sets of control. one arranged at each end of the car in What is termed the motormans cab.

further aim of my improved ystem of automatic train control, is to compel the motorman, or operator of the train to cause certain important devices employed in applying the brakes to the train, to function before placing said train in service. It is well known that any automatic train control system depends upon some form of valve for applying brakes to the train. it is therefore essential to prove that such valve is operating properly before said train is placed in service.

A further aim of my improved train control system, is to check the presence in its proper location, of all important appliances employed in connection with said svstem. It is evident that in systems employ ing contact shoes and third rails as a means for obtaining the indication fr m the right of way to train that absence of a contact shoe would prevent proper functioning of the system. It is therefore advisable to check the presence of such a devil-e.

My improved system has further the merit and advantage that it comprise a minimum. number of devices and parts to meet all requirements now known to the railway signal ng and automatic train con trol art: that it is admirably adai i ted for installation in conjunction with existing block signal systems at a relatively small expense, and that when employed with what is known in the art as a system of light of the right. of way on which said train, car, i

or vehicle travels, with partial circuits and apparatus therefor.

Fig. 2. is also a diagrammatic illustration of circuits and apparatus alon c the road way upon which said train, or car, travels and involves the particular urangement of circuits and apparatus employed in conncc [ion with certain circuits and apparatus shown in Fig. l. which compel a predetermined reduction in speed of trains when approachiim a Zone of hazard.

Fig. fl. is also a diagrammatic illustration of circuits and apparatus along the right of way upon which said trains travel and invflli'cs the particular circuits and apparatus cniploycd in connection with certain circuits and apparatus shown in Fig. l. and which permits said trains to travel from "signaled territory to unsignaled territory.

Fig. l. is also a diagri'aiiimatic illustration of circuit and apparatus along the right of way upon which said trains travel, and involves the particular circuits and apparatus employed in connection with certain circuits and apparatus shown in Fig. 1. and which compel a train to come to an absolute stop" and remain so until proper signals are given to proceed.

Fig. 5. is also a diagrammatic view of circuits and apparatus along the right of way upon which said trains travel. and involves the particular arrangement of circuits and apparatus employed in connection with certain circuits and apparatus shown in, Fig. 1, which compel trains to operate at predetermined reduced speeds over sections of right of way where it would be hazardous to ex- 'l u h reduced speed.

11: of the sevcril appliances employed in this system. are. or need be, of any special, or unusual form. or coi'istruction, but for a mow 'lv uni'lcrstanding of the system and ot its cprration. a preliminai v description rl the :tlridlill, t\:$. or devices employed may c. apposite.

sm'iz nfiof l of appliances shown in Fir 1.

Train X with circuits and apparatus, as

shown. preferably assumed to be asingle of the construction. as pointed out in comprises suitable energizing coil and core, the movement of which is restrained, or retarded in a pro er manner, as, for example, by a dashpot I) the piston of which is connected to the movable core. Said core is connected with, or moves circuit controlling levers 1, 2, and 3.

Another device is a quick acting relay (.l, composed of any suitable coil and core, or armature and is arranged to operate two contact levers 4, and

Another device is likewise a quick acting relay SR, termed a stick relay having two energizing coils PW, and SW, also two movable cores, or armatures co-acting to 0perate contact levers 7, 8, 9, and 10.

Still another device is likewise a quick acting relay AT termed against traffic relay. This relay also has suitable coil and core (o-acting to operate contact levers 11, 12, 13, 165, and 14.

Another device is likewise rela UT, termed unsignalcd territory relay". This relay also has a suitable coil and core co-acting to operate contact levers 15, 16, and 17.

Another device is a cab signal panel, not shown one of which is placed at each end of car 1 in the motormans cab. This light panel contains the lights 6, Y, W, R, and checking lamp 163, which are employed to guide the motorman with respect to performance of the automatic train control ap paratus.

Another device is an elcctro-pneumatic valve EPV, shown as a rectangle at the right of the drawing. This valve is preferably my Letters Patent #1,072,5U7 granted to me Sept. 9th., 1914 with the exception that a back contact 18, has been added for use in connection with the reset" circuit to be described later.

Other devices are two similar circuit controlling appliances KS, and KS, mounted at each end of the car and adjacent to master controllers MC, and MC". These circuit controlling devices are arranged to be operated by a key, as 6, which when inserted and rotated will raise contact levers 19, 20, 21, and 22, or 23, 24, 25, and 26, dependent upon which controller is placed in service. They hey after being inserted and rotated as described cannot be removed until said contact levers are lowered to their inoperative position. as shown in device KS Also each time said hey is inserted and rotated a registration is made through a counter. It is to be noted that device KS, indicates the numeral 1, thereby pointing out that said device has been operated for the first time.

Another device is a storage battery SB of well known constriu-tion the negative side of which is grounded to the frame work of a quick acting car X. Said battery supplies energy to the various circuits and appliances required on the car in connection with my improved system of automatic train-control.

()ther devices are two contact shoes CS and 5 These shoes are attached to but insulated from car X and for purposes which will be more fully described hereinafter, are preferably placed at the extreme ends and on opposite sides of the car X, as shown in Fig. 1. Contact shoe CS is rigidly connected to contact levers 27, 28, 29, 30, 31, 32, 33, and 34, through rod 35. Contact shoe S is of similar construction and operates contact levers 36', to 43, inclusive. As said shoes pass over ramps as 2, and 3, they are raised, thereby raising said contact levers into front contact position.

As all other devices on the car X, and likewise those on the right of way, with such exceptions may hereinafter be more fully described, are of the usual forms, they will be suiliciei'ltly understood from the conventional figures employed to illustrate them.

My improved system in its operation involves and requires certain distinct, but more or less cooperative circuits, and these mav be appropriately designed and de l u v o scribed individually. Description of train or C(LT X, out of service.

Assume car X, Fig. 1, to be out of service. Both master controller handles. for well known reasons will he in neutral position. Also, circuit controlling devices KS, and KS will be without a key and therefore their levers will be in the lower position. By this arrangen'ient a circuit is established direct to the valve EPV, as follows:

Out of service EP V circuit.

SB, wire 17, fuse 48, wires 49, 5t), lever 25, wire 51, lever 21, wires 52, and 53, to EPV valve, returning to battery through ground on car. This circuit serves to maintain the automatic brake applying valve inoperative when car X. is out of service or in casesaid car is employed other than a first car of a train made up of several cars. With devices KS, and KS inoperative energy from battery SE, is cutoff from all other devices through levers 22, and 26.

Description of plr'cing cur .l" in scrcim'.

From battery Assume now it is desired to operate a car, as X, for purposes of transportation and that said car is the leading car in a train composed of several cars, or as an alternative may be operating as a single car train and traveling in the direction of arrow Under these conditions the motorman, or operator of train would insert and rotate key in device KS,thereh v raising levers 19,

20, 21, and 22, and performing the following functions.

As lever 19 closes a partial circuit is established through wires and 56, which with proper manipulation of master controller MC will permit car X}, to move forward under its own motors. By this arrangement it is evident that it becomes necessary to insert and rotate key in either device KS or KS before a train, or car can be propelled under its own power, and further as this operation also makes all the automatic train control devices located on the train responsive to the devices placed on the right of way. it is evident that a train cannot be moved without the protection of the automatic train control system.

As contact lever 20 is raised, a partial circuit is established for use in connection with the against traflic" circuit to he described. hereafter.

As lever 21 raises it opens the out of service EPV circuit and applies brakes to the train, thereby checking the operation of *alve FIPV. I

Valve EPV, is also equipped with a coun tcr of similar construction to that employed on devices KS; and KS, and as the valve is assumed to have operated for the first time the numeral l. is shown. it is preferred to have motor-men take re ord of the. readings of said counter when placing a train in, or out of service. In this manner a check is obtained on the number of times said valve EPV, or device. as KS llilS been operated during the period of service. As is well known it is customary to equip all automatic block signals with such recording devices.

As valve EPV, operates to apply brakes to train as heretofore described, it lowers lever 18, thereby establishing the following partial circuit:

Reset circuit.

From battery SB, wire 46, and 57. pushbutton PB. wire 58, reset bus-line 59, (reset bus-line extends through all cars of a train and resets all valves or circuit breakers which may have been tripped by means known or unknown) wire 60, lever 18, wires 51. 77 and 62, to pick up Winding of stick relay SB, returning to battery through wire Tu and ground. As relay SR, picks up and raises levers T, 8, 9, and 16, the following circuits are established, that is, assuming shoe CS, or CS is not in contact with a. ramp, as 2, or 3.

Stick circuit for stick relay SP.

tery SB, through Wire 78, and ground. This circuit not only serves to restore valve EPV, but also serves to kee) said valve inoperative while a train as )0, is passing through a caution block as will be more fully here inai'ter described. Further it also serves to )revent relay SR, from prematurely opem [E'Pl circuit through affix/r Whig; 3/2..

From battery Sli, wires 4 3, 47, {use 48., wire (53, lever 22, wires 64, 15, 66, ii lever 8, wires 80, 81, 53, valve lfll r', returning to battery through wire B22, and grolnid. This circuit keeps valve inoperative while cork tact shoes as, CS or Ci, are passing be tween ramps. as 2, and 3. in signaled territory and in the direction oi arrow ii. F uid signaled territory is assumed to be equipped with. automatic train control apparatus as illustrated. in Figs. 3. 4, and 5.

la er ill. of stick relay Eli, chases a partial circuit for use in connection with the against traliic moves to be more Fully hcie iii-after described.

Simultaneous with inserting and rotating key in device KC, a circuit is established to -aution cab signal Y, as follows:

Caution. cub signal circuit.

Description of mm'emenf of twin ii" in conuecfirm with F5 73 :2.

Assume now that the train X, moves from its shelter to a portion of the roadway as illustrated by Fig. 2. As before stated said figure illustrates a section of roadway equipped with circuits and apparatus adapt- 6( in cooperation with certain circuits and apparatus on train X, to compel reduction in train speed substantiall in accordance with certain predetermined car a, one of which is shown as Z, in Fig.

As the caution light Y, is illuminated, the motorman will operate his train at reduced speed until a clear ramp and signal, as l, and T are encouriterei'l. As train X. pro seeds along roadway in the directicim of arlOO row 1V, and encounters a ramp, as 1 contact shoe CS is raised thereby raising levers 27 to 34 inclusive to their front contact positions. By this operation the following circuits are consecutively established:

Slow acting relay ciwmit.

From battery SB, wires 16, 4T, tuse 48, wire 63, lever 22, wires 6-1:, 65, G6. (37, 87, 88, 89, lever 31 in upper position, wires 90, 91. to coil of slow acting relay SAR, returning to battery through wire 92, and ground. If shoe CS, had been the operative shoe the circuit would have terminated as follows: branching from wire 67, to wires 68, (39. 70, 101, lever 40, in raised )osition wires 102. 91. to relay SAR, returning to battery. For purposes of illustration relay 51R. is assumed to require one second to move contact levers 1. 2, and 3, to closed position. The primary object of this circuit is to compel motorman to operate his train such that in caution, or reduce speed blocks, as indicated by block C, Fig. 2, a contact shoe as (13 must consume at least one second or greater in passing over a ramp to prevent automatic application of brakes by valve EPV and as will be more fully pointed out as the description progresses.

Simultaneous with establishing the slow acting relay circuit the following circuit is established:

li'll' circuit through Contact shoe.

From battery SB, wires -16. 47, fuse 43. wire (32$. lever 22. wires (r-l, (55. 66, (i7, 87, 88. H3. 112. 94, lever 28, in raised positioirwiro d5. lcver 38. in lower position. wires 96. 97. l. .33, valve IIPV, returning to bat.- tcr through wire 82. and ground. it shoe 'F had bccn the operative shoe in place of the circuit would have been complctcd as follows: branching from wire 67, [o wircs ti s. 6! T0. T1. 98. lever 37. in raised osition. wire ilil, lever EU, in lowered posi' tion wires 100, iii. 81. 53, valve lClV, returniug to batlcry through ground. The object of this circuit is to maintain valve lllV. inopcrativc the entire pcriod cither shoe (S2 or (3 may lain substantial contact. ith a ramp. as 1. Fig. 2. it is to be noted that a shoe raises on ramp 1'. lcver l UlH'lln the sti k circuit for stick relay SR. llowi-u-r lcvcr .2 is So adjusted that it "l'l. l"- ircuit to valve EPV, before. lever 3H. opcn the circuit to stick relay SR, thcrc= l'orc llu' circuit to said valve is not interroplcd.

.lmsitmo that in obedience to the caution cab signal Y. cstahlisl'icd by reset circuit [in nr tmnian has approached ramp 1. at --niliric||t rcdiucd speed to consume moro than one sci-oud to pass over said ramp and undi-r \vhi h conditions slow acting rcla v Slit. will complete movement of levers l,

2, and 3. Lever 1, closes the following circuit:

EFF circuit through slow acting relay SAR.

From battery SB, wires 4:6, 47, fuse 48, wire 63, lever 22, wires 6%, 65, (i6, 67, 68, 69, 103, lever 41, wires 104, 105, 106, lever 1, wires 107, 108, 81, 53, valve EPV, returning to battery through wire 82, and. ground. If shoe US, had been operative in place of shoe (S the circuit would have been completed as follows: branching from wire 67, to wires 87, 109, lever wires 110. 111, 106, lcver 1, wires 10?, 108, 81. 53 to valve EPV, returning to battery through ground. The object of this circuit is to supply current to the valve EPV, and maintain it inoperative a predetermined time after a hoe as CS. or CS, has passed onto a ramp as 1 Fig. 2. It serves particularly to keep said valve inoperative while the various translating devices, or relays assume their positions as a. contact shoe leaves a ramp.

.\s lever 2, of relay SAR. completes its movement the following partial circuit is established [UM--21 circuit for control relay Frorn battery SB. wires -16. 47, fuse 48, wire tit-l. lever 29.. wires (ii, (l5. (l6, (i7, 87, 88, 921. 112. 113. resistance 1H. lever 2. and as the shoe (S leaves ramp 1, and is lowcred. tho circuit is thereby completed through wire [15. lever 36. wires 116. 117. lever 2. wires llth and 115 to coil of control relay returnin to battery through ground. It shoes ('H. had bcen the oper' ativc shoe the circuit would have bccn complctcd through lever 36. as said shoe left the particular ramp it was pasing over. The object of completing this circuit just as a contact shoe leaves a clear ramp is to prevent as far as possible continuous How of current from battery SB, through re sistancc 114. in case a contact shoe engages and remains for some time in contact with a caution ramp as l, in Fig. 2, and which is short rircuitcd to the track rails 45, and as will bedcscribcd undcr portion of reduce speed circuit on r adway.

A h- .l. of rclav SA. completes its movcnu-nt the following circuit to relay SR, is established.

Pic/J41]: circuit for stick relay /1 f/o'rmg/z relay NJlh,

From battery fill. wires 413. 4T. [use -18. wire t l. irvcr 132. w s ($4. (15. on. (3?. (3H, (39. W3. lcul' +1. wires W4. W5. W6. 1G6. lcvcr it'll. wire 12". lcvcr ii. wirc 1221. to coil SW, oi rclav Sit. rcturning to hattcry through nirc l'i l. and ground. it shoe ('S. had been the. operative shot the circuit would have been completed through lever Bil in place of 41, as described. The object of this circuit is to pick up relay SR, and keep it energized until the stick circuit for stick relay SR, is established as the shoe leaves the ramp.

\Vhen control relay C, is energized as shoe CS leaves ramp 1, it establishes three circuits through its contact levers l, and 5, as follows; through lever 4,

Stick circuit for control why 1'.

From battery SB, wires 4-6, 47, fuse lb, wire 63, lever 22, wires 64, (35, 1524-, 1.25. sistance 126, lever 4, wire 12?. shoe (8 wire 128, shoe CS, wires 129. and M9, to coil of relay (7. returning to battery through ground on car X. This circuit serves to keep relay energized after it has been picked up through the pickup circuit for control relay t, previously described. and while the contact shoes are passing between, or over clear ramps, as l, and 2, Fig.

The following two circuits are cstabiishml through lever 5, of control relay Proceed on!) signal circuit.

From battery SB, wires to. H, fuse to. wire (53, lever wires (34, H3, lever 5. in raised position. wire 13H, lever 17. wire i l). to green lamp (i. This circuit indicates to the motorman that the train may now proceed at maximum speed indicated by the signals located on the right of way.

Th second circuit established through lever 5, is as follows:

Retaining circuit for stick rcluu o'li throng/i con/r0]. relay t.

Branching from wire liill, to wircs lilzZ. and (12, to coil PW. of relay h ll, returning to battery through wire 78, and ground on car X. This circuit serves to keep stick re lay SR, energized during all periods when control relay t, is energized and serves particularly to keep stick relay hll, from open ing as the stick circuit for stick relay SR is opened by a contact shoe passing over a clear ramp as heretofore described.

lfric xunuum'l 0 o 'emiions re Iii/Ml lo place a. from, or can, as .l m acrr/cr'.

From the foregoing it may be briefly stated that, for a niotorinan to place a train, or car as X, in service, it is first necessary to insert and rotate a key in device KS, or KS thereby simultaneously closing a circuit permitting movement of said train. or car under its own power; owning the circ'lit to valve EPV, and applying brakes tp train thereby checking the mechanical in tegrity of said valve; and lastly closing a circuit to the yellow, or caution cab signs! Y, thereby indicating the automatic 1.: control apparatus on the said cal" has by engagement with a clear ramp, as 1' at.

proper speed, slow acting relay SAB, completes its movement, and, thereby as said slloc leaves the ramp picks up control relay l. and said control relay picks up stick relay SR, at the same time extinguishing the caution cal, signal Y, and lighting the proccc'l cal) signal (i.

Dimer/(1H0); of apparatus and. circuits in Fig.

As circuits and apparatus on train X me now arranged to permit said train to ti avel freely subject to signals and automatic train control apparatus on the roadway and are arranged substantially as shown in Fig. i, assume said train to be traveling in block Fig. 2. and in the direction of arrow W, in block 1).

Blocks A. B, t, l), and E, are of the well known construction constituting a track circuit having track batteries as TBA,.to TBD, inclusive. or their em uivalent, cooperating with track relays as lliA, to TRD, inclusive or their equivalent. The rails 45, of each block are substantially insulated from each other by insulated joints 44. Arranged alongside the roadway and controlled by track relays TBA, to TRD, inclusive, are signals SA, to SD. inclusive. These may be of the semaphore type as shown, or of the light signal type, both of well known construction. Said signals are arranged to indicate three positions, or indications, proceed. caution, and stop. The last indication, in my improved s SlLeIll permits a train to enter an occupied block at a predetermined reduced speed. Said signals are operated from batteries, or their equivalent, not shown, and in a manner well known to those skilled in the art of signaling. Further said signals are arranged to control each other as follows: assume a signal to indicate stop as signal St. Fig. 2. By means of line wire 4.". signal S13 is made to indicate caution as shown. This is known as line control for .5 position signals. Another method known as polarized control is illustrated in my application for Letters Patent Serial #113,064 tiled November 4th. 1916. Track relays TRA, to Tltl), inclusive are also ar 'anged to short circuit ramps as l", 2", 3, to 1 Q gfi", inclusive to track rails 45, at such tim s as said tracl; H Mrs are deiinn'gized by presence a. this i or other well known cause.

" the breaking of a rail it.

short circuiting is fully deiii" ramp.

scribed in Letters Patent #1,101,511 granted to me June 23rd, 1914, and also in my application for Letters Patent Serial #113,064 as above named.

For the purpose of simple illustration, in the accompanying drawing it is shown as being accomplished as follows:

Portion of reduce speed circuit on roaduvzy.

From lower track railse15, wire 8. lever 9, wires 5f 6, and 7 to ramps 1, 2, and 3, said ramps act as the means for obtaining the indication from the right of way to trains.

As all the apparatus and operations thereof shown in Figs. 3, 4, and 5, are substantially the same as that illustrated in Fig.-i, no further description is required except as special forms and construction arises and as pointed out in the progress of description of the various figures.

As the prime object of my improved system is to obtain maximum capacity of tralfic on a railway system all blocks, as A. to l), inclusive are preferably of a length equal to the service braking distance of the train, or car, as X. in any given block. It will be noted blocks B. and D are of equal length. it being assumed that the roadway at this point is level, that is, without plus, or minus grade, and further that no curve exists. and in which case the braking. or reduce speed curve will be substantially in accordance with curve Z. shown in Fig.2.

As before described train X. has passed over a clear ramp. as 1. As said train proceeds in the direction of arrow \V, and contact shoe (5% engages and passes over clear ramps as 2, and 3, no change in relation of circuits takes place as the shoe leaves the However it should be noted that as a shoe. as CS passes onto a clear ramp as 2". or 3", the direct EPV valve circuit through contact shoe is established and maintained during; substantially the entire period the shoe is on the ramp Also lhc stick rir cuit for stick relay 5' is opcned by either levcr .ll or tilt however relay SR. is prcvcntcd from opening as energy is supplied through lcvcr ol control relay t. which docs not open. .\lso the slow acting rclay cir uit is established and aid rcluy begins to raise its levers. l .2, and l, howcwr. whcihcr its niovcincnl is coinpiclcd or not. no change in relation of relays lulu-s placix tion. .\i the point of rcal'hing said signal Fln or slzghtlv luloi'c. lhc niotorniun oi" [ruin X, make a lull scrvicc application of the brakes thereby reducing the speed of train X substantially in accordance with curve Z. As track relay TRC, is deenergized' ramps 1 2 and 3 are short eircuited to rails 45. Therefore as contact shoe, as CS contacts with the first caution ramp 1, control relay C. is shunted out by a partial circuit on the train as follows:

1 M11501: of reduce speed circuit on train, X

From battery SB, wires 46, 47, fuse 48, wire 63, lever 22, wires Si, 65, 124, 125, resistance i556. lever 4. wire 12?, shoe CS wire 12%. shoe CS thereafter passing through the portion of reduce speed circuit on roadway as follows. ramp 1 wire 5 levcr 9" wire 8, rails 45 to wheels and frame of train X, returning to battery SB, thereby completing the reduce speed circuit. As relay C, is deprived of current by the shunt circuit above described. it opens and as lever 4 lowers it thereby opens said shunt circuit, that is the portion of reduce speed circuit on train X" and in this manner preventing said control relay from picking up as the shoe leaves the ramp. Further, by opening said portion of reduce speed circuit (in train X waste of energy in resistance 126, is avoided.

Simultaneous with establishing the complete reduce speed circuit as shoe CS contacts with ramp 1. the slow acting relay circuit is also established, and assuming train X. to be reducing speed in accordance with curve Z. the ramp is of such length that slightly greater than one second will be consumed by said shoe in passing the entire length of the ramp Therefore slow acting relay SAIL completes its movement and raises lovers 1, L and It. liy this performance the pickup circuit for stick relay SR, through slow acting relay SAR iS established energizing said stick relay SR. the"!- by raising levels I. U, 1). and W. said le\ "1S establishing the smcral circuits heretofore ill-scribed.

-It will be noted that as relay Stilt, has completed its IHHVtIiItlli the pick-up circuit for control relay t. is established as shoe (t -Q leaves the ramp l". however as the coin- |ilctc rcdncc epcc l circuit still exists by \ir inc ol' ramp 1'. bcin; sh rt cir uitcd to rail l aid control relay will not be energized and lcvcl's i. and in remain in lowered posiiioli. licvcr 11 thcrcl'i-ro maintains the canl' l, i n l 1] burning. this being the proper signal to retain lhroughont a caution block. as

is contact shoe il.\ lh over ramps '1. and 21 a likc cyclc of op dious takes pla e. cv-oid ot' coursc that control rcluy is open and lhcrcl cislick rclu SR. is opened iln'ough llic \lli'h cir uit I'or stick rclu) fi li. as the slioc ciumgi 4 aid rulnps. llu l'orcoing i of cou e on llic assumption that said train X, continues to reduce in speed substantially in accordance with curve Z, as shown.

Assume however, hat lnotorman has failed to observe caution signal SB, and train X, proceeded into block C, at maximum speei Under these conditions contact shoe CS would consume less than one second to pass over ramp 1, thereby preventing slow acting relay SAR. from completing its movement and establishing the pick-up circuit for stick relay SR. through slow acting relay SAR, and. as the shoe leaves the ramp and opens the direct EPV circuit through shoe by lever 28, said valve EPV, operates and makes an emergency brake application throughout said train. Its speed therefore is reduced substantially in accordance with the dotted curve ZE. Said curve ZE, is assumed to be the emergency braking curve for the particular braking equipment supplied on train, as X. It will he noted that a maximum speed of 50 miles per hour is represented and that the contact shoe CS leaves the ramp 3", the speed, assuming speed reduction in accordance with curve Z, must have been reduced to 15 miles per hour or less. Train X, may therefore enter occupied block D, at reduced speed, or under control, and travel up to a preceding train, in this manner permitting closing up of trains and facilitating tratlic.

Assume that as train X, entered caution block C, train X were accelerating and passed from block I). to block E, signal SD, would move to stop, signal SC, to caution and signal SB. to clear position. As track relay TRU picks up by train X clearing, block D. the short circuit between ramps 1, 2, 3 and rails 45, is removed, changing said ranns to clear ramps. As signal SC, changes rom stop to caution indication the motorman is informed that he may release brakes and accelerate his train to a speed which, if required, will permit a succeeding speed reduction, as curve Z, in block D.

Assuming that contact shoe CS", has not left ram l, as track relay TRC, picks up, as said slice leaves the ramp the control relay C, is energized thereby raising levers 4. and extinguishing the caution cab signal Y, and lighting the proceed cab signal light (i, thereby checking the performance of the automatic train control apparatus on the train and also giving additional informa tion to the motorman of the change in sig nal indications as named.

If relay THC had not picked up until after shoe US, had left ramp 1., the green, or proceed cab signal G, would be established as shoe (3%, left ramp 2", and motorllldll would thereafter accelerate his train as before described.

it is e ident there re that ramps. as 1".

2, and 3, act as releasing points if a train has entered a caution block as C, and said block clears up with said train still present in the block. In this manner capacity is increased over a. system where it would be necessary to continue reducing speed until the end of the block is reached and as, for example, is required in the system described in Letters Patent #1,150,3U6 granted to P. J. Simmens under date of August 17, 1915. Further it should be noted that if conditions on roadway should war-rent lon er or shorter blocks than shown due to di erent braking curves, as Z. it only becomes necessary to change length or spacing, or both, of ramps as l, 2 3 or others shown. Further as said ramps are local to the right of way, any number of changes, or new blocks may be added without affecting the aulolnatic. train control apparatus on the train as X. From the foregoing it is evident that my improved system is flexible.

Further, it will be noted that ramps, as l". 2*, and 3, of predetermined length in combination with the automatic train control ap aratus on trains, as X, are the means or developing the speed reduction curves" as Z, and that said ramps also serve as the means for obtaining the indication from the right of way other words said ramps accomplish two purposes.

DescripLiOn of Z'J't't ilt X entering mwignaled territory.

Referring to Fig. 3, which is assumed to be part of the roadway illustrated in Fig. 2. As before stated this view shows the various circuits and apparatus employed in connection with certain circuits and apparatus on train X, which permits said train to travel from signaled territory to unsi naled territory, at the same time establis iing proper cab signals on said train informin the motorman of such change. This part of my improved system of automatic train control is fully described in my application for Letters Patent Serial #129,817 filed November (3th, 1916. However a brief description will be given pointing out the various circuits and apparatus in Figs. 1, and Ii. Referring to Fig. 3, permanent clear ramps 1, and 2. are placed on opposite sides of roadway and will be termed right and left hand ramps. Ramp 2, is placed :1 distance ahead of ramp 1*, substantially the distance between the centers of contact shot-s CS, and CS The leaving ends of ramps have a long radual slope as V,-V, both of suhstantiall y the same length and degree of angularity.

Assume that train, as X, has entered lllocl-t H. with clear signals and that its contact shoes are on ramps 1, and '2, as Shown,

to said trains, in.

Under these conditions the following circuit is established:

U nsignuled icrrifory circuit.

From battery SB, on train X wires 46, 47, fuse 48, wire 63, lever 22, wires 61, 65, 66, 67, 68, 69, 133, lever -12, wire 134, lever 33, wire 135, lever 10, wires 136, 137, to coil of unsignaled territory relay UT, returning to battery SB, through wire 138, and ground. As relay UT, is energized it raises levers 15, 16, and 17. Lever 15 establishes the following partial circuit:

Stick circuit for misgynaied territory relay T.

From battery SB, wires =16, 47, fuse 48, wire 63, lever 22, wires 64, 65, 66, 67, 87, 88, 93, 112, 113, resistance 114, to lever 27. As shoes CS and CS lower on inclined portions VV, of ram s 1, and 2, levers 27, and 36, close simu taneously and complete circuit as follows, from lever 27, wire 115, lever 36, wires 116, 139, lever 15, wires 140, 137, to coil of relay UT, returning to battery through wire 138, and ground. (lontact levers 27, and 36, are arranged to make contact before levers 33, or 42, opens as shoe lowers on said inclines. They are known as make before break" contacts.

As lever 17,01 relay UT, raises it opens the circuit to the green. or proceed cab signal G. However lever 16, in raising establishes a circuit to the white light and valve EPV, as follows:

U nsignulcd territory cal) sir rial circuit.

From battery SB, wires 46. +17, fuse 48, wire 63, lever 22, wires 61, 65, 124, 141, 142, 143, lever 16, wire 141i, 167, white light WV, returning to batt y through ground. This circuit serves to contiuiially inform the motor-man, or operator of train, as X of the fact that his train is traveling in'territory not equipped with signals, and that, therefore he must control his train accordingly.

To valve EPV, via wires 168, 108, 81, and 53.

As a train, as X, again enters signaled territory traveling in the normal direction of traflic, as pointed out by arrow WV, the Stick circuit for unsignaled territory relay UT, is opened by lever 27, or 36 as the first ramp is engaged whether right, ior deft hand. Also the green, or roceed, or the yellow, or caution light is illuminated dependant upon whether a clear, or caution ramp is first encountered. A marker, or signal, as NS, is placed at the entrance to unsigualed territory, J, as shown, thereby forming a permanent indication at that point.

The various relays, batteries and ramps shown in blocks F, and G, are similar to those employed in Fig. 2, and their function therefore will be well understood.

Description of train X approaching absolute stop territory.

Referring to Fig. 4, which also is assumed to be part'of the roadway as shown in Figs. 2, and 3. As before stated this view illustrates certain circuits and apparatus employed in connection with certain circuits and apparatus as shown in Fig. 1, for compelling a train as X to come to an absolute stop when approaching a point of extreme hazard, such as a railway crossing shown in block N. Blocks K, and L, are equipped with usual relays, batteries, signals, ramps, and other apparatus described in connection with Fig. 2, and their function therefore will be well understood. In block M,.two additional ramps 10", and 11*, have been added. It isto be noted that ramp 10", is longer and further, is placed in advance of ramp 11. The distance DM, between their leaving ends is slightly less than the distance between the centers of contact shoes CS, and SC. This staggered leaving end prevents setting up the unsignaled territory circuit falsely if a train is proceeding under clear signals, and further, if required, establishes the against traflic circuit, as will be more fully hereinafter described.

As a train, as X approaches in the direc tion of arrow W, and assuming that speed is reduced substantially in accordance with 'nal SM, its contact shoe CS will be on the first half of ramp 3. Under these conditions no change in relation of circuits and apparatus established by a caution block takes place, and as signal SM, is cleared to show two clear indications, or two caution indications ramps 3,10, and 11, become clear ramps, and as train proceeds and shoe CS leaves ramp 3, the proceed cab signal circuit is established in a manner heretofore described. It should be stated that signal SM, and line relay LRM, are controlled from the interlocking tower I. T. shown as a rectangl in block N. This form of control is W\ known to those skilled in the signaling art. It may be manual, or semiautomatic, dependent upon the type of intel-locking apparatus installed in and about nal SH. ainl proremls until routart shor (Sf- (IIQIHQ'PH ramp to; aml shoe (SH ramp ll un -l both shoes an raiswl thrrvhv It will hi rvun-miwrwl that h virtuv ol' passing over rautiou ramp 31", that thv mntrol ri-lav (V is ilvi nergg'izml.

.\s tho shoe (Hi Ongagos tln' ramp HI. flu slow ailing rvlai (ll'tllll is Pstahlishml flflti sai l rrlav lit-gins its movmornt. howvvor as shov (5 a is raisml Irv vngagvmrul with ramp ll. tho -irruit to saul rvlav is opvnrll hv virtuo of lioth lovers ll. aiul Z32. ruttinp' hiittvrv oil of the Hillti rirruit. Furlhrrut will lll' notml that whilo tlir tlil'tH'l hi on" not through routart shor is rstalilislnal by lover 2H. sail! rirruil is thrrraftur oprnml by lever 3%. as shim (Sh raise-s on ramp 11 Yalvrl liv is now iii-primal ol' warrant from hattvr SI anal opri'atvs to apply tho v1n0l gvnov appliration ol ln'zik s. thrrvliy osi lively stopping tin train.

.\s passing an :ll sulillt' stop signal 15 a gro s violation of orders a must lac rlralt with si-vrralv.

Pre sing ot' rrsut lautton is of no avail as stir]; rrlav $11 will not stirk up through lrvvr as the slow arting relay is llui nvr gi'zvil. it is m-wssarv tlivirlol'v for the motormau to lvavv his raln prorvml to a com partnwnt routainiug tlu valve lllv. ln-valt a sral alul opvrata' a who not sl1own sanl valve rinsing the mmmuniratlou hrtwvvn thilll'illit pipe alnl valve lllV. 'lhurvaltar ln'tliitfi ran la rrluasril and brain may l'rifliitl oil tho ahsolutr stop ramps Hi aml 11. It is assumed that unless hreaklng of said sval (-an lw arrountvel for by lleli-rtivu apparatus on saiil train that it is an indication of inlinwliate dismissal of motorman romznitting sin-h art.

l\ (*li*1li!lf {lo Fig. 5, whirl: is also assumed to he art of roadway as shown in l ig'si 2 3, and 4. llol'oro slatr l Fig. In is a rimgg'talnlnativjillustration of r-irr-uits tlllll appa ratus along tho roadway rmptovml in connrrt'iou with rvrtaiu rirruits :lIHl apparatus on trann'as X to rompvl Sllltl train to operatv umlrr a prvclvlwrmim-cl rrtluvml Sprawl ovvr portions of liltlll\\'il whrrr it 'Hltlxi ill hazardous to travrl in oxc'vss ol' surh realm-oil sprawl. as for uxamphg down a sltl'p grarlfl. or around a Sharp rurvr.

' Thy .arious trawl; rvlavs hattrrivs signals. aml imps with acmnnpanying! arm-ssorivs are similar ot' r-onshurtion and l'um'tion to th -s0 pi' Fig". uxlvpt as will lw spvrially 4h Srrihoil as the (lvsrription progrrssos. It will ll! notml that ramps 1, aml 1", are |)ll'l1l:lnuutlv grouneleil to rails 45 by wires H and H": Signals SP HQ, and S8. are vuuippml with an additional lower ilnlira lion, whivh for the partirular purpos a horn in llosrrihell are permanently raution. h'aiil signals arr also uuuippvil with marlu-rs as 2.1. within a rirrlr. iniliratiu; 1hr maximum spvml at whirh a train may pl'm'rml through saul l'ttlllttfil spinal tvrl'itonv.

Assumitraiin as X to lav trawling in hlovl; I. aml ap noarhing signal Sl. i mrans ot tho lowvrpvrmaurnt raution imliration and marlwr 2.7, motorman is ailviswl that hr must. on or before rrarhing signal malua full vrviro appliration of tho brain-s am] rmluri: train spmal to not in vxross of :35 milvs pv-r hour. aml lurtla-r routiuuv at surh spvrvl until tho nrxt sing-lo imliratiou rlrar signal is rvalhml. as SS assuming. of voursv that no prov-oiling train. as X, is prrsrnt.

As ramps 1. aml 1". aw a rmanvut raution ramps. tla' train must irv virtue of runllitions as hrrotol'oro (lvsrrilaal ruusumu onu sm'oncl or moi-v in passing ovor surh ramps. 'lmin must llltl'tllll'? ['OtllHt spvml sulvstan tiallv in arrorilauwu with rurvv 7.. to prevent tlu' rnivrg'rm' v appliration as tho rontart shun lravvs ramp I". Furthvr assmning blocks R, aml h, to be normal it must continuv at su 'h l'lllllt't'tl spinal to prrvrnt saiil vmvrgain-y applii'atirzn who]: leaving ramp l.

As signal SS is sighti-(l motornlan is iniorn'nal that maximum sprvll ran again la. resuxuml. For purposv ol' illustrat ion it is assuuual to he Hlgflltttl as train X. leavvs ramp l. Motor-man tlwr-al'trr arre-lolrates his train in aw-orvlanre with ourvu Zli It a train as X lltltl lawn prvsvut in llltH'h' R a following traiin as X. would find ignal SQ. with a llUllhlt raution indication as shown. Furthvr as ramps 2, aml 3, are also raut'ion ranuis. saiil train X, \VUllltl he I'Lt!lll!'((i to l'vrlur'u spin- 1 suhstantially in arrorclanro with ilotlml rurvo ZA as shown.

It is to he notml that. it rrquirml. prr|ua uvut raulion ramps. as 1 h aml 1'. may [:0 plauwl intrrmmliatv ramps: 2% an l 3". (11'2" aml 3 anel likewise lmhvovn 3" aml I. in thismannorcnl'orriug more rlosu running to the horizontal lino rounvrtiru, rurvrs Z, aml 71B. aml whirh rrprvsvnts in this instanr'o 2? miles per hour.

Assumv now that, law-ausv of one of sovm'al roasons well known to railway operators. as for example. rvpair of tho roailwav, it he (mm-s nvrvssary to opvratv trains in a \lirvr [ion oppositv to arrow l, as shown. lllltl whirh is known as against trallic" movenu-nt. ancl as is fully llvscrihml in nrv applimn tion for Letters Patent Srrial #1 12am? filial November 1st. 1916. IlOWtYt'l' a brief 1lvsrription will he givrn pointing tlu' various rim-nits and apparatus shown in tho avrom- [)tllljlflg drawings.

Brforc lmginningsuvh aga i nst tra lliu mow llltilli the motorman Iolutis aurl removes the key 6, from device KS" thereby cutting car out of service and supplying energy to the EPV valve th ough the out of Service EPV circuit hereto ore described. He also places master controller MC in neutral position, and goes to the opposite end of train. Assume for purposes of illustration that car X is a single car train as before described.

The motorman inserts and rotates key 6, in device KS", thereby raising levers 24, 25, and 26, and at the same tim placing master controller MC in the forward position, F. Under these conditions the various functioning of devices takes place, and as described under placing car X in service, leaving the caution cab signal illuminated.

It will be noted that normal operating ramps, as 2, and 3 are now on the left hand side of motorman and therefore will be termed left hand ramps.

Assume that train X in its against tratlic movement is about to ass from block D, to block C, Fig. 2. It will be noted that due to the presence of train in block D, ramps 1, 2 and 3 are all caution ramps. As shoe CS engages and raises upon ramp 3 the following circuit is established:

Against trafii'c pick-up circuit.

From battery SB, wires 46, 47, fuse 48, wires 49, 156, lever 26,Wires157,66, 6T, 68, 69, 103, lever 41, wires, 104, 105, 111, 145, lever 24, wire 146, lever 34, in raised position,

wires 147, 148, to coil of against tratlic relay AT, returning to battery through wire 149, and ground. If said train were likewise proceeding against traflic but operated from master controller MC and in which case shoe CS would be the left hand shoe. and contacting with normal traffic ramps, the circuit would have been completed as follows: from battery SB, wires 46, .47, fuse 48, wire 63, lever 22, wires 64, 65, 66, 67, 87, 109, lever 32, wires 110, 111, 105, 151, lever 20, wire 152, lever 43, wires 153, 148, 149, to said relay AT.

It will be noted that as shoe CS engages left hand caution ramps as 3, the control relay C, and stick relaySR, open in a manner heretofore described. Further as the a ainst traific relay AT, picks up it opens t e pick-up circuit for stick relay SR through slow acting relay SAR through lever 165, and therefore said stick relay can not pick up even though the slow acting relay SAR, completes its movement as shoe CS, passes over the several ramps on the Against traflic relay stick up circuit. From battery SB, wires 46, 47, fuse 48,

wires 49, 156, lever 26, wires 157, 66, 67, 68, 154, lever9, wire 122, lever 11, wire 149, to coil of relay AT, returning to battery through wire 150, and ground. If master controller MC, and device KS had been in service with train likewise traveling against traftic, the circuit would have been completed as follows: from battery SB, wires 46, 47, fuse 48, wire 63, lever 22, wires 64, 65, (i6, 67, 68, 154, lever 9, wire 122, lever 11., wire 149, to coil of relay AT, returning to battery through wire 150, and ground. This circuit serves to keep relay AT, energized until such times as said against traffic moyement ceases, at which time energy is cut off the system by lever 26, or, in the case of resetting by lever 9.

It is to be noted that as said relay AT, is energized and raises levers 11, 12, 13, 14, and 165, that lever 12, supplies energy to valve ElV, as follows:

EPV (iz'rcuit through against tmfli'c relay A T.

From battery SB, wires 46, 47, fuse 48, wires 49, 156, lever 26, wires 157, 124, 141, 142, 158. lever 12, wires 159, 108, 81, 53, to valve llPV. returning to battery through wire 82, and ground. Therefore said valve is maintained inoperative as long as relay AT. is energized and train may move freely in the direction against trallic.

Lever 13, closes a circuit to red lamp R, as follows:

11 guinst trafil c cm!) signal circuit.

From battery SB, through circuit just previously traced to wire 141, thence to wire 160, lever 13, wire 161. red lamp R, returningto batte SB, through ground. The obiect of this circuit is to continuously warn motorman that train, as X, is proceeding under conditions abnormal, and with some considerable hazard, as other trains preceding may be moving slowly, or maintainers on the right of way may not know of such against trafiic movement. In addition to the red lamp it is even desirable to have an audible signal which continually sounds while said relay AT, is energized. This however is not shown.

Lever 14, opens the circuit to the yellow lamp Y, as the red lamp R, is illuminated and which is obviously correct.

Device 163, is preferably an incandescent lamp which lights each time either shoe CS, or CS is raised in passing over a. ramp. Its circuit is designated as:

Shoe checking m'rcuit.

From battery SB, through the same circuit as described for the slow acting relay circuit branching from wire 90, or 102. to wire 164, to device 163, returning to battery SB, through ground. The object of this circuit i to indieate the proper tltl'n'liulling ot either shoe ("SE or tfifl in pawin; over :1

It may he stated that the art [cachesfully how, it" so desired. indications may he given from the right 11 ay to the traveling train. or vehicle.

Further. how to employ alternating. as well as direct currents it' the former is preterred.

Finally it is known that the operator of :1 vehicle or train. it' so desired may lie eompelled to manually operate signal apparatus on the train in eoi'iperation with the apparatua on the right of \v:1\'.:1t aueh tiniea as he is entering a 7on1- ot' nizard.

it will also he noted that the stick circuit for control relay t. is" carried through the rontaetirn; portions ol' shoe (5 and (5 'lherel'ore should said dines he torn otl by an ohstrn-tion on the roadway. said eircuit will open thereliy opening relays t and SR. and applying hralo-a to the train. as X.

'lhese and other operations or means are appliealile to my system and are referred to to show its evtreme tltwihility and value generally as: :1 means of automatically con trolling the speed of trains. The inve ntion as l have indicated. doea not depend upon the 1M of any spe ific form of apparatus tor :ll'lfllltllllS 111;; the l'uuctiorr and purposes hereinlietm'v set forth.

'liat l claim is.

1. in :1 5 l1l1l1 o1" automatic train eontrol. a roadway. a rehieie adapted to travel there on. said roadway romprisin automatically eontrolled zones adapted to compel the o 1- erator of said vehicle to reduce its speed in accordance with pred terinined speed reduction curves \rlien approachiin: a zone of hazard. automatically controlled zones: adapt d to compel said operator to aliso- Iut ly stop mid vehicle when approa hin :1 zone of eitreme hazard. and Hull-:ltlllllllflt ically controlled ZUIHS adapted to compel mid operator to cauw said which to travel at snhstantially continuum ple:letcrniined reduced speed auliatantially 21:4 deserihed.

*2 In :1 system f automatir train control. a roadway. a vehicle adapted to travel there on. automatie atop devices carried tl1erel y said roadway romprisiilgi automatically controlled zones adapted to control said antomatic stop devieea whereby. to prevent their operation. the ope 'ator ot' said vehicle is compelled to reduce its speed in accordance with n'1detern1ined speed reduction curves when approaching a zone of hazard traveling in the normal direction ot trallic. automatically controlled zones: adapted to control said automatic stop devices wherehy. to prevent their operation. the operator in addition to redueing the speed of said vehicle it accordance with predetern:ined speed reduction curves. is com 'ielled to a aolut ly stop said vehicle when appri'iaching a zone of extreme hazard. and means to annul said automatic atop devices when said vehicle travcla in :1 direction against the normal direction of tratlic irrea n-ctive of which end of the vehicle is foremost, substantially as described.

3. In :1 spt'em of automatic train eontrol, a vehicle. automatic stop devices carried thereby. :111ton1atie:l1y controlled means tor preventing the operation of said stop devices dependent for operation upon the reduction of speed of said vehicle in accordance with a, 1ire:leterniined speed reduction curve when traveling in a normal direction of trallic and lllt'iHIF for annulling the operation oi said stop devices and said controlin;: means when said vehicle travels in :1 di reetion agruilbt the normal direction of trafti irrespective of which end of the vehicle is foremost.

t. In :1" system of the hind de crihed. :1 vehicle. a roadway therefor. :1 normally cuergized electro-pneumatic valve for automatically stopping said rehicle. :1 relay controlling said valve. a manually operated circuit controlling 1le\ice. a circuit for energizing said relay dependent for closure on the deenergization of said valve and manual op eration of said rirrnit controlling device.

.3. l i a system of automatic train control. :1 vehiele. :1 roadway therefor. normally energized means for automatically stopping said vehicle. ineam eontrollilr said stopping means. a circuit closer. means for energizing said controlling means dependent lor opera tion on the deenergzization of said automatic stoppin; means and operation of said vii-cult loser.

(I. in :1 system of automatic t 'ain control. :1 vehicle. a roadway there for. normally energized means for automatically stopping said vehicle. means eontrollin Rtlltl stopping means. :1 liul'i|l:lll open circuit closet. means for energizing said eontrollingg' means dependent for operation on the dei ner jization of said automatic flopping mean and closin; of said circuit closer". SlIlHiYUItIMll" as descrilied.

T. in :1 aysteni of automatic train ontrol. :1 vehicle. :1 roadway therefor. normifily energized means for automatically snapping: said vehicle. means controlling said ship ping means. automatic means controllilgig' said controlling means. means for energri 1 said controllingme:1na.a normally open r cuit closer. mid energizing n1ean hein e; pendent for operation on the (leenergizatipn of said automatic stopping n eans and 1h. closing of said eirc'uit elosei substantially as; lltStllllttl.

ln :1 system of automatic train eontrol. ell'-propelled rehielsa :1 roadway therefor. normally energmed means for automatically stopping Said vehi: le. automatic controlling,

" pingmeans whereby, to prevent their operation the operator of said vehicle" is compelled to reduce its speed in accordance with predetermined speed reduction curves, means for controlling the pro ulsion of said vehicle, and means for simu taneously rendering inoperative said means controlling the propulsion of said vehicle and annuling the efiect of said controllin zones to control said stopping means, so tantially as described.

10. In a system of automatic train control, a self-propelled vehicle, a roadway therefor,

means for automatically stopping said vehicle, automatically controlled zones on said roadway norma ly controlling said auto matic stopping means whereby to prevent their operation said vehicle is compelled to reduce its speed in accordance with predetermined speed reduction curves, means for controlling the propulsion of said vehicle, and

a means for simultaneously rendering inoperative said pro ulsion control means and annuling the e ect of said controlling zones to control said stopping means substantially as described.

11. In a system? of the kind described, comprising a selfrepelled vehicle, a roadway for said ve icle, automatically controlled means on said vehicle, in combination with automatic controlling means on said roadway for enforcing the reduction of the speed of said vehicle substantially in accordance with predetermined speed curves, means for operating said vehicle, means for applying brakes to said vehicle, and means for simultaneously rendering said automatically controlled means, responsive to said controL ling means, and operating said means for applying brakes to said vehicle, snbstanti ally as described.

12. In a system of automatic train control, a self-propelled vehicle, a roadway therefor, means for automatically stopping said vehicle, automatically controlled zones on said roadway normall adapted to control said automatic stopping means, whereby to revent their operation said vehicle is compe led to reduce its speed in accordance with predetermined speed reduction curves, means for controllin the propulsion of said vehicle, and manua y operated means for simultaneously rendering inoperative said propulsion control means and annulling the effect of said controlling zones to control said stopping means, substantially as described.

13. In a system of automatic train control, a self-propelled vehicle, a roadway therefor, means for automatically applying brakes to said vehicle, automatically controlled zones on said roadway adapted to control said brake applying means where by, to prevent their operation the operator of said vehicle is compelled to reduce its speed in accordance with predetermined Speed reduction curves, means controlling the propulsion of said vehicle, and means controlling said propulsion control means and said brake applying means whereby, to render said propulsion control means operative said brake applying means is actuated to apply the brakes to said vehicle, substantially as described.

14. In a s stem of automatic train control, a self-prope led vehicle, a roadway therefor, means for automatically applying the brakes to said vehicle, automatically controlled zones on said roadway adapted to control said brake applying means whereby, to prevent their operation the operator of said vehicle is compelled to reduce its speed in accordance with predetermined speed reduction curves, means controlling the propulsion of said vehicle. and manually operated means controlling said propulsion con trol means and said brake applying means whereby, to render said propulsion control means operative, said brake applying means is actuated to apply the brakes to said vehicle, substantially as described.

15. In a system of automatic train control, a vehicle, a roadway therefor, means for automatically stopping said vehicle, automatically controlled zones on said roadway adapted to control said automatic stop means whereby, to prevent their operation the operator of said vehicle is compelled to reduce its speed in accordance with predetermined speed reduction curves when ap proaching a zone of hazard, and automatically controlled zones on said roadway adapted to. control said automatic stop means whereby to prevent their operation the operator of said vehicle, in addition to reducing its speed in accordance with said speed reduction curves. is compelled to absolutely stop said vehicle when approaching a zone-of extreme hazard, substantially as described.

16. In a system of automatic train control, a vehicle, a roadway therefor, comprising signaled and unsigna ed territory, means for automatically stopping said vehicle, automatically controlled zones on said readway adapted to control said automatic stop means whereby, to prevent their operation the operator of said vehicle is compelled the operator of said signaled territory, and means carried by said vehicle for annulling the control of said automdtic stop means by said controlling zones whereby said vehicle may travel without automatic control in a direction opposite to the normal direction of traffic, substantially as described.

21. In a system of automatic train control, a'vchicle, a roadway therefor comprising signaled and unsignaled territory, means carried 1) said vehicle for automatically stopping t c same, automatically controlled zones in said signaled territory adapted to normally control said automatic means whereby, to prevent their operation vehicle is compelled to reduce its speed in accordance with predetermined speed reduction curves when approaching a zone of hazard traveling in the normal direction of traffic, automatically controlled zones in said signaled territory adapted to control said automatic stop means whereby, to prevent their operation the, operator of said vehicle in addition to reducing its speed in accordance with said speed reduction curves is compelled to ab solutely stop said vehicle when approaching a zone of extreme hazard traveling in the normal direction of trallic, controlling zones in said signaled territory adapted to control said automatic stop means whereby. to prevent their operation the operator of said vehicle is compelled to cause said vehicle to travel at substantially continuous predetermined reduced speed, and controlling zones at the juncture of said signaled and said unsignaled territory adapted to annul the control of Said automatic stop means by said aforesaid controlling zones as said vehicle passes from signaled to unsignaled territory, substantially as described.

22. In a system of automatic train control, a vehicle, a roadway therefor comprising signaled and unsignaled territory, means carried by said vehicle for automatically stopping the same, automatically controlled zones in said signaled territory adapted to normally control said automatic stop to ans whereby. to prevent their opera tion the operator of said vehicle is compelled to'rednce its: speed in accordance with. predetermined speed reduction curves when approaching a zone of hazard traveling in the normal direction of traffic. automatically controlled zones in said signaled territory adapted to control said automatic stop means whereby. to prevent their operation the operator of said vehicle in addition to reducing its speed in accordance with said speed reduction curves is compelled to absolutely stop said vehiclewhen approiu-hinp a zone of extreme hazard traveling in the normal direction of trallic, controlling zones in said signaled territory adapted to control Said automatic stop means whereby, to pro-- vent their operation the operator of said vehicle is compelled to cause said vehicle to travel at substantiall continuous predetermined reduced speed controlling zones at the juncture of said signaled and said unsignaled territory adapted to annul the control of said automatic stop means by the aforesaid controlling zones as said vehicle passes from signaled to uusignaled territory, and means carried by said vehicle for annuling the control of said automatic stop means by said controlling zones wherebysaid vehicle may travel without automatic control in a. direction opposite to the normal direction of traliic, substantially as described.

23. In a system of automatic train control, a vehicle, a roadway therefor comprising signaled and unsignaled territory, means carried by said vehicle for automatically stopping the same, automatically controlled zones in said signaled territory adapted to normally control said automatic stop means whereby, to preventtheir operation the operator of said vehicle is compelled to reduce its speed in accordance with predetermined speed reduction curves when approaching a zone of hazard traveling in the normal direction of trallic, automatically controlled zones in said signaled territory adapted to control said automatic stop means whereby, to prevent their operation the operator of said vehicle in addition to reducing its speed in accordance with said speed reduction curves is compelled to absolutely stop said Vehicle when approaching a zone of extreme hazard traveling in the normal direction of trallic. means for controlling the propulsion of said vehicle. means for annulling the control of said automatic stop means by said controlling zones, and manually operated means for simultaneously operating the said propulsion control means and the nnnulling means. substantially as described.

24. In a system oi automatic train control, a vehicle. a roadway therefor comprising Signaled and unsignaled territory, means carried by said vehicle for automatically stopping the same, automatically controlled zones in said signaled territory adapted to normally control said automatic stop means whereby. to nevent their operation the operator of said vehicle is compclled to reduce its speed in accordance with predetermined speed reduction curves when approaching a zone of hazauh automatically controlled zones in said signaled territor adapted to control said automatic stop means whereby, to prevent their operation the operator of said vehicle in addition to reducing its speed in accordance with said speed reduction curves is compelled to absolutely stop said vehicle when a proaching ozone of extreme hazard. contro ling zones on said roadway adapted to automatically annul the control of said automatic stop means by said autonihwii ii:

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